Locomotive



F L. LYONS March 15, 1932.

LOCOMOTIVE Filed Aug. l, 1929 8 Sheets-Sheet l Q By Attorney March l5, 1932.

F. L. LYONS LOCOMOTIVE Filed Aug. l. 1929 8 Sheets-Sheet 2 Attorney v LocoMoTIvE Filed Aug. l, 1929 8 Sheets-Sheet 3 ivf Inventor f7/'arde Z. dz/@7265 A torney March 15, 1932.

F. L. LYoNs 1,849,583

LOCOMOTIVE v Filed Allgll 1929 8 Sheets-Sheet 4 In ven for A torncy March 1.5', 1932. F, L L YONS 1,849,583

LOCOMOTIVE Filed Aug. l, 1929 8 Sheets-Sheet 5 Inuenfor By @www March 15, 1932.

F. L. LYoNs LOCOMOTIVE Filed Aug. l, 1929 8 Sheets-Sheet 6 Inventor s By @mao/@53m tomey F. L. L YONS March 15, 1932.

LOCOMOTIVE 8 Sheets-Sheet 7 Filed Aug. l, 1929 T1iliiliiiiilllilliillllllIIIIII llli l l l LOCOMOTIVE Filed Aug. l.J 1929 8 Sheets-Sheet 8 A torney Patented Mar. 15, 1932 PATENT; OFFICE FRANK LOUIS LYONS, F SAN PEDRO, GALIFORNIA.'

Locomorrvn Application led August 1, 1929. Serial o. 382,647.`

principal object of this invention is to provide an oil burning steam turbine driven locomotive which 1n use will be far more serviceable and eicient than the expansible chamber types of rolling stock now in use.

The various objects of the invention include the provision of novel oil and water preheating means as well as novel condensing features for the exhaust steam, these and various other objects being more thoroughly apparent after a consideration of the following specification and claim.

.ln the drawings:

Figure 1 represents a side -elevation of the entire locomotive construction.

Figure 2 represents an enlarged fragmentary vertical sectional View through the forward portion of the locomotive.

Figure 3 represents an enlarged fragmentary vertical sectional View through the intermediate portion of the locomotive.

Figure 4 represents an enlarged fragmentary vertical sectional view through the rear end portion of the locomotive.

Figure 5 represents a vertical transverse sectional view through the steam generating carrier of the locomotive.

Figure '6 represents a fragmentaryA vertical transverse sectional View through the locomotive immediately rearwardly of the radiators. f'

, Figure 7 represents a fragmentary transverse sectional view, disclosing the driving connection to the traction wheels.

Figure 8 represents a fragmentary yertical transverse sectional view, through `the locomotive disclosing the connection between the turbine and the drive shaft.

' 'i Figure 9 represents a vertical sectional view through a conventional type of turbine such as is employed in this invention.

Figure 10 represents a longitudinal secl tional view through the type of connecting rod employed.

Figure 11 represents a cross sectional view through the connecting rod.

Figure 12 represents a horizontal sectional View, looking downwardly on the rear truck of the locomotive and disclosing the driving connection.

Figure 13 represents a fragmentary trans- 55 verse sectional view showing the rear end portion of the oiler.y i

Figure 14 represents a diagrammatic view of the machine system of the locomotive.

Figure 15 represents a diagrammatic view 60 of the oil burner system.,

Referring to thedrawings, wherein like numerals designate like parts, it will be seen (referring to Figure 1) that the locomotive has the major portion thereof "enclosed by a housing 5, in the side walls of which aresuit- Y able windows 6, and the door 7. A wheeled truck generally referred to by numeral 8 supports the forward end of the vehicle, while the driving truck, generally referred to by numeral 9 supports the rear end portion of the A standard 10 of suitable construction, extends longitudinally of the vehicle and is formed at suitable portions thereof to accommodate the aforementioned trucks.

"Briefly, the invention includes a water and oil supplying reservoir within the rear end portion of the locomotive, at substantially the point denoted generally bythe numeral 11. At this end portion of the locomotive, the driving turbine denoted generally by the numeral 12 is mounted between the wheels of th'e trucks 9 and as shown in detail in Figure 4. The intermediate portion of the vehicle includes the control means, the'oil and water preheaters as well as the cpndenser and turbine driven generator, while the forward end port-ion of the vehicle,which is denoted generally by the numeral 13 (see Figure 1) includes the condenser, fire box and boiler construction.

The'radiator structure will first be taken up and by reviewing the drawings, it will be seen that the forward end portion of the housing 5 is reduced to provide a cylindrical casing 14. Extending longitudinally through the casing 14 are the air tubes 15, which openA throu h the forward and rear end walls 16 and 1% respectively of said casing 14. The

forward end of the chassis is supportedby the 1w truck generally referred tov by numeral 8, which includes the truck frame 18, pivotally connected as at 19 to the chassis and being provided with the usual flanged wheels 20. Mounted upon the forward extremity of the chassis 10 is a post 21 for supporting an electric motor 22 and this electric motor turns the shaft which has the rear end ournaled in the central portion of the front wall 16 of the radiator. A fan 23 is suitably secured to the said shaft and the operation of this fan forces the air through the air tubes 15 into the compartment 24 between the housing 5 and the inner end of the radiator. This compartment is provided with an outlet 25. The next phase of the invention positioned immediately rearwardly of the compartment 24 includes the refractory lire box 26. Projecting into this fire box 26 is the oil burning nozzle 27 and as shown in Figure 5, in each side of the lire box 8 is positioned a cylindrical water tank 28. Water tubes 29 extend upwardly from each tank 28 and converge to communicate with the boiler 30, Which is of cylindrical shape and positioned directly above the fire box 26. The water tubes 29 as well as the boiler 30 are confined within a compartment enclosed by the outer casing 31 and the upwardly converging inner wall 32-32, the walls 32-32 being connected to corresponding side portionsof the casing 31 by tie rods 33, while forward and rearward end Walls 34 and 35 respectively complete the enclosure. An air admission nozzle 36 projects into the tire box above the burner and a closure 37 affords access to the said lire box. Within the boiler 30 is the boiler head 38, the upper side of which is perforated as at 39 to permit the steam to enter the said head from the boiler 30. The head has an outlet pipe 40 and as clearly shown in Figure 2, a safety Valve 41 communicates with the boiler 30 to permit the escape of steam when the same has reached a predetermined high pressure. The iue 42 permits an outlet for the fumes from the burning of oil in the fire box.

The central portion of the locomotive, which is shown in Figure 3, has provision for a seat 43,- for the englneer. The numeral 44 denotes a cylindrical and vertically disposed water heater, while a preheater 45'also of cylindrical shape and disposed vertically serves to preheat oil. In this portion of the locomotive, a turbine 46 is provided for driving the electric generator 47, while a condenser, generally denoted by the numeral 48 is mountedwithin a compartment 49,'beneath the aforementioned preheater, turbine and generator. The condenser is of usual construction having the end compartments 50-50 andthe water tubes extending longitudinally therethrough and indicated by the numeral 51. y The release valve 52 is provided at vthe top of the Water preheater. The rear B5 end portion of the locomotive, which has heretofore been designated by the numeral 11, includes a water reservoir 53, and an oil reservoir 54. Within the compartment 55, beneath the oil reservoir 54, are the turbines 56 and57, one for driving forwardly and the other for driving rearwardly. These rotors cach include a housing or stator 58 and the rotors 59. The rotors are suitably connected to a common drive shaft 60. Intermediate the said turbine and suitably keyed to the drive shaft 6() is a gear 61, which meshes with the laterally disposed gears 62-62 on the counter shafts 63. The gears 62-62 are in mesh with a gear 64, keyed to a drive shaft 65. Each drive shaft 65 is ournaled through a supporting structure 66 and is provided at heach end with a universal coupling section for connection to the universal coupling head 67 of a solid polygonally shaped bar 68, which telescopes within a hollow connecting rodv 69. The ends of the rods 69 remote from the head 67 of the bar 68 is provided with means 70 for universal connection to the drive shaft 71. Each drive shaft 71 is provided with a pair of bevelled gears 72 in mesh with the bevelled gears 73 on the traction wheels 74 of the rear track, which has been generally referred to by numeral 9. Obviously by cutting out one of the turbines, the locomotive will be driven forwardly and by cutting down that turbine and admitting steam to the other turbine, the locomotive may be driven rearwardly with the usual power. As clearly shown in Fig ure 8, the hood 75 projecting laterally from the housing 5 serves to protect the gearing.

Reference to the diagrammatic view shown in Figure 14 will now be made, in which figure the Water supply tank 53 is shown connected by means of the pipe 76 to one end of the condenser 48. The water passes through the condenser and through the pipe 77 and is forced by means of the pump 78 into the preheater 44. The water is herein preheated by exhaust steam and is delivered through the pipe 7 9 to the boiler, hereinbefore denoted by the numeral 30, the live steam issuing from the head 38 within the boiler travels through the pipe 80 to the turbine 46, through a valve 81, a branch pipe 82 connects the pipe line 80 with the driving turbine 57 while a branch pipe 83 communicates the steam line 80 with the driving turbine 56, through a control valve 84. The exhaust pipes 85 and 86 from the turbines `57 and 56 respectively connecting with the exhaust lines 87 connect with the preheater 44, for preheating the feed water travelling therethrough. The exhaust gas travels from the preheater to the condenser'48 through the pipe line 88, and a suction pump 89 communicates with the condenser in the manner as clearly shown. The steam entering the condenser escapes from the condenser through the pipe 90 and is forced by the pump 91 into the Water com artment of the radiator 14. The exhaust om` the neeaee turbine 46 entersthe preheater d5 and escapes from there by way of the tube' 92 into the water preheater 44.-. i

The'oil burner system will new be de.

I ed and are connected by means of the rod 100 to the valve 84: and 101. 'Ihe valve 101 serves to completelyI shut od the steam to the turbines 56 and 57, while the valve 84 serves to cut off the steam to the turbine 56, when it is desired that the locomotive move forwardly orvice versa, depending upon the arrangement of theturbine. The pull cord 1,02 is trained over a pulley 103 and connects to the release valve 52. l

FIt will thus be seen that the novel locomotive may, because of its oil burning character be cleaned and may be attrae Lively finished in colors, if desired, and because of the novel water and oil preheating features, the invention will be far"`more eicient andpractical for the purpose stated than locomotives of this nature heretofore devised.

While the foregoing specification sets forth y trucks, a turbine shaft-common to both turv bines,'a gear on. said turbine shaft, driven shafts on opposite' sides of the truck and geared to the Wheels of the said truck, a stub shaft between adjacent ends of correspondin driven shafts of the said front and rear truc respectively, a slide coupling connecting each a end of a stub fshaft with the said adjacent ends of thef'said corresponding drive shaft, a ear on each stub shaft, and connecting gear- 111g between each stub shaft gear "and the turbine sh-aft gear. f

In testimony whereof I ax my signature.

. FRANK LOUIS LYONS.

o." fi 

